Governor



F. POKORNY, JR. GOVERNOR.

APPLICATION FILED FEB. 6. 1919.

Patented Aug. 10, 1920.

INVENTOR ATTORNEY UNITED STATES PATENT OFFICE.

FRANK POKORNY, JR., OF NEW YORK, N. Y., ASSIGNOR OF ONE-THIRD I'O FRANCIS W. KEEGAN AND ONE-THIRD vTO D. MCRA LIVINGSTON, RUTH OF NEW YORK, N. Y.

GOVERNOR.

Specification of Letters Patent.

Patented Aug. 10, 1920.

Application filed February 6, 1919. 'Serial No. 275,361.

To all whom it may concern Be it known that I, FRANK POKORNY, Jr, a citizen of the United States, and resident of the borough of Manhattan, in the city, county, and State of New York, have invented certain new and useful Improvements in Governors, of which the following is a specification.

This invention relates to means for limiting the speed-of rotating driven members when'the source of motion is derived from an internal combustion motor, in conjunction with means for governing the motor at its various speed ratios through which the determined speed'of the driven member is attained. V

\Vhile not limited in its application to any particular character of driven mechanism, I may cite as an example the instance of a motor truck which is to be limited, say, to'a road speed of ten miles an hour. If a motor overnor only were used, set to limit the engine s need on direct drive to a rate of say 1000 R. M. to develop the desired rate of propulsion; then, obviously, when the low gear is thrown in, with the engine still governed to 1000' R. P. M., the rate of truck travel will be unnecessarily retarded. Consequently my present invention contemplates the provision of means for controlling the engine. governor, whereby the latter will be caused to function when the travel speed of the truck attains its set limit.

F urther,-since it is the speed of the driven member which is to be kept within bounds, irrespective of engine speed, which may be high on low gear while the driven member is traveling slowly, my invention includes means whereby the engine governor will be cut out as the initial function pertaining to the accession of speed in the driven member, and whereby as the speed of the driven member reaches the desired limit, then a centrifugal governor, actuated by the driven memher, will operate to again render the engine governor effective.

Other features and advantages of my said invention will hereinafter appear.

In the drawing:

Figure 1 presents in vertical section a motor governor and control means therefor.

Fig. 2 shows a smaller removable lining for the throttle piston, and

Fig. 3 is a detail of the governor control means.

The embodiment of my invention herein shown includes substantially the form of motor governor comprised in Patent No. 1290523, wherein, 1 indicates the intake manifold of a motor, and 2 the carbureter, these elements bein connected by an intermediate, cylindrical communicating device composed of an upper portion 3, lower portion 1-, and central portion 5.

Located centrally in the upper end of portion 3, is a depending cone 6, which is centered therein by'radial supporting arms 7, carried by a ring 8. In a horizontal plane. below the cone 6, is provided a concentric member 9, having valve chambers 10, 11, the inner surface of said member being upwardly tapering to form a fuel passage, and slidable within member 9 is a hollow, gravity piston 12, whose outer surface is upwardly tapering, said piston having a lower, radial flange 14, the periphery of said flange being slidable against ,the inner wall of central portion 5. The tapered surfaces of member 9 and piston 12 are separatedby an annular space 13 when the piston is in a low position, this space contracting to the point of closure in the rising movement of said piston. Thus the outer surface of piston 12, inner wall of portion 5, the flange 1 1, and the lower surface of member 9, together constitute the confines of a chamber 15, which is contractible with the upward movement of piston 6, and expansible with the fall of said piston. Motor aspirating force, while drawing a fuel charge from the carburetor, through the hollow piston 12, at the same time tends to exhaust chamber 15, through space 13; and thus, by suction, lifts piston 12; whereby said piston approaches the cone 6 and functions as an engine throttle.

Of course, when the piston 12 has reached an upward position where its outer tapered surface comes in contact with the inner tapered surface of member 9, then suction pull upon the chamber 15 ceases because clearance 13 is closed. Then support for the piston 12 is derived only from the friction of the air speed through said piston.

The piston 12 is here shown as provided with an inner lining in the form of a snugly fitting, removable member 12, which is removable in order that linings of different sizes may be employed. Thus in Fig. 2 is shown a lining 12", having a smaller interior cross-section.

' The other piston element, which serves as a supply throttle, consists'of an annulus 16, having a radial flange 17 at its lower portion, the periphery of said flange being slidable against the inner surface of portion 4, in the movement of said annulus, whose outer surface rides against the inner surface of a concentric member 18, in the. functioning of said piston element.

Thus a chamber 19 is bounded by the annulus 16, its flange 17, the portion 4 and the under surface of member 18; said chamber being contractible and expansible with the movement of said annulus. 'An orifice, as 20, through the annulus 16, permits exhaustion of the chamber 19 under the aspiratory force ofthe motor, thus rendering said annulus responsive in movement to that influence. Normally the annulus16 is seated upon a base, as 21, which may form part of a choke device, here shown as a Venturi tube 22, connected as by radial arms 23, with a threaded portion 24, screwed into portion 4. WVhen the annulus is seated, as stated, the spaces between the arms 23 are thereby covered and fuel mixture can then only be drawn through the venturi, flowing thus in restricted quantity, as for motor idling purposes; but when the annulus has been lifted up, then additional fuel passage is avail- I able through the spaces between the arms 23, and between the outer surface of the Venturi tube and the under surface of the annulus 16, theextent and capacity of the passage varying according to the degree to which the annulus is raised. 1

lus, will tend to maintain the latter hover-- ing midway in its range of movement, while providing a satisfying fuelxsu'pply.

It will be noted that the free piston or engine throttle device 12 has a longer range of travel .than the supply throttle device 16,

and that said devices function independently of each other, though actuated by the same raising force, viz.: the aspiratory tension of the motor. hen the member 12:

approaches the limit of its upward, or engine throttling movement, its flange .14 meets the stem 26 of a valve 27, located in chamber 10; and it also meets the stem 28 of a valve 29, located in chamber 11.

The continued upward movement of. member 12 causes the valve 27 to become unseated, thereby opening chamber 19 to the 7' 3 .i atmosphere, as through a gland, 30 in member 18, an annular passage 31, and a gland 32 in portion 5, thus breaking the partial vacuum in chamber 19', whereby the annulus- 16 is released from .the motor tensional sustaining force, as applied thereto through the rarefaction of chamber 19. At this time the motor will be throttled down, and the annulus 16, which falls to itsseat by gravity, limits the passage of fuel at the supply throttle, until the motor throttle opens up to enable the motor to again speed up; But until the valve 27 is actuated in the manner described, the supply throttle 16, in normal governed operation of the motor, will remain suspended to permit the flow of a suitable fuel supply.

The flange 14 of engine throttle 12, at about the same time that it' actuates valve 27, also meets the stem 28 of valve 29, seated in valve chamber 11, opening said valve, and thereby placing vacuum chamber 15 in communicationwith the atmosphere, through passage 33. The throttle or piston 12 is then released-from the tensional support given it by'the aspiratory force of the motor and may fall by gravity to the throttle full-open position, whereby the motor is again en-f abled to pick up speed. In the normal governed operation of the motor, however, the

' throttle member 12, like the throttle mem ber 16, will hover between the respective lim- 9 its of its range of movement.

Assuming that the governor thus described is so arranged that the piston 12 will hover with the engine speed at 1000 R. P. M., above which speed the vacuum in chamber 15 will'be broken by the opening of valve 29, and that it isdesirable to allow the motor to operate at a higher speed when running on the low gear, I'provide an oriice 34 in the wall 5, opening chamber 15 to the atmosphere. A valve casing 35 is connected to wall 5, at orifice 34, and a valve 36, pressed by spring 37, is adapted to close said valve, to exclude air from chamber 15..

During the operation of the driven mem- 0 ber above a given speed, the valve 36 is held open against the tension ofspring 37 by controlling means which exert pressure upon the valvestem 38. Though not limited to any special kind of controlling device I have here shown a centrifugal governor composed of the slidable members 39, 40, keyed together as by slot 39 and stud 40*, and driven as from a revolving traction or other member 41, axially adjustable in a threaded member 41", said members 39, 40, respectively having the radially expanding arms 42 with weights 43, whereby the forward end 43 of members 39, 40, is withdrawable from its engagement with valve stem 38, at a given speed of rotation of members 39, 40. If, in the case of a motor truck, for example, the members 39, 40, be driven by a moving member of the truck to such efiect that the end 43 will, by the centrifugal governor action, be released from valve stem 38 when the truck travel speed reaches a rate of, say, 10 miles an hour, irrespective of the engine speed, then the valve 36, closing upon such release under the pressure of spring 37 will exclude air from the chamber 15, and enable the throttle 19- to function in the manner previously described.

It is however desirable that the end 43 be normally spaced apart from valve stem 38 a predetermined distance, so that the enine governor is free to function, and that means be provided to initially move the end 4L3 into operative contact with said valve stem as the driven member begins to speed up. Therefore the slidable member 40 has an enlargement l surrounding the threaded or fixed member 41, one of said members having pins 45 and the other member cam slots 46 in which said pins may ride; while a spring 47, secured at opposite ends respectively to the members 40, ll is adapted to urge the members d0, 39 forwardly, guided by the cam action under an accession of speed in the driven member, where by the end 43 is brought into operative contact with valve stem 38. This action will be understood as occurring when the speedof the driven member is such that the inertia of and head resistance to the centrifugal, governor retards the rotative speed of the members 39, 40 to a sufficient extent, but before the centrifugal governor itself has acquired a speed of radial movement. Hence the initial result of increased speed of the driven member is to open valve 36, causing the engine governor to cease functioning. Then, when the speed of the driven member increases unduly, the centrifugal governor will operate to slide member 39 inwardly upon member 40, thus withdrawing end 43 from valve stem 38, causing valve 36 to close, and permitting the engine governor to become effective in regulating the engine speed.

The slidable members 39, 40, may be normally held distended by a light spring 48.

A particular advantage inherent to my improved motor governor due to the passage restricting means consisting of the choke device 22 and the supply throttling device 16, is, that thereby a partial vacuum may be maintained in the manifold under all variations of motor operation, and will therefore continually induce a supply of fuel to the motor in a constantly flowing stream that may be variable as to its volume. The importance of maintaining the vacuum pull in the manifold and through the governor fuel passage, whether the chamber 15 be open to the atmosphere, or closed as by valve 36, is estimable from the effect or influence of the unbroken motor aspirating tension which is thus sustained and which is always able toconvey a continuous column of fuel to the motor that is operating at or anywhere between an idling condition and a full open throttle condition By means of the removable lining 12 which may be of any suitable cross-sectional area, the speed of air or mixture travel therethrough may be regulated according to the degree of such area restriction. Naturally, the more the passage is thus restricted, the greater will be the air speed for a given tension of suction pull, and the frictional lift accorded the member 12 will increase proportionately to the degree to which the passage in lining 12 is restricted. Likewise, by restricting the passage and thus increasing the air speed therethrough, the suction pull upon the vacuum chamber 15 is increased proportionately, as is' obvious.

Variations may be resorted to within the spirit and scope of my said invention and parts thereof used without others.

I claim:

1. In an internal combustion motor having a carbureter and an intermediate fuel passage, the combination of a hollow, gravity return, free piston, included in said passage, said piston functioning as a fuel throttle, a chamber in which said piston works, an air inlet to said chamber, means of communication between said chamber and passage, whereby the fuel raising suction pull also serves to operate said piston, a normally spring-closed valve for said inlet, a motor driven member, means actuated by said driven member, a-t a given speed thereof, to engage and open said valve, and means, brought into operation through an increase in speed of the driven member, to release said valve engaging means, thus permitting the closure of said valve.

2. In an internal combustion motor, in combination, a vacuum chamber subject to the aspiratory tension of the motor, a governor responsive to the pressure variations of said chamber, a self-closing valve for said chamber to. control the operation of said governor, amotor driven member, and means, governed by the speed of said motor driven member, to operate said control valve.

3. In an internal combustion motor having a governor, and a spring closed valve to control the operation of said governor, in combination, a motor driven member, means revoluble with said driven member in position to become engaged with and disengaged from said valve, to respectively open, and permit the closing of said valve, and separate control means for said revoluble means, functioning at different speeds of revolution, to respectively move said revoluble means into and out of operative engagement with said valve.

a. In an internal combustion motor having a governor, and a spring closed valve to control the operation of said governor, in combination, a motor driven member, and a device carried by said driven member to control said valve, means for adjusting the operative position of said device relatively to said valve, and said device comprising a member fixed upon said driven member, a

spring return inember composed of two, contractible parts extensible as a whole from said fixed member underthe influence of an accession of speed forsaid driven member, whereby the forward portion of said device engages and opens said control valve, and a. centrifugal governor, functioning under the influenceiof greater rotative speed, to contract said collapsible parts and thus disengage said device from said control valve to permit the closing of the latter. c

5. In an internal combustion motor having a carbureter and. an upwardly tapering, intermediate fuel passage, the combination of a hollow, gravity return, free piston, whose outer surface is tapered in conformity with the taper of said passage and is separated therefroin'by an annular space which s contractedto closure in the upward movement of said piston, and a chamby the suction pull of the motor, said piston adapted to receive a removable lining whose crosssectional area may vary, and means co-acting with said piston, to vary the volumetric fuel capacity of said passa 'e. V

bigned at the borou 'h of Manhattan, in the city, county, and gtate of New York, this 3rd day of February, D. 1919.

, FRANK POKORNY. JR. I

lVitnesses: I V i F. WV. BARKER, RUTH MIKoLA. 

